EP0211798B1 - Anti-skid device for motor vehicles - Google Patents

Anti-skid device for motor vehicles Download PDF

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Publication number
EP0211798B1
EP0211798B1 EP86730114A EP86730114A EP0211798B1 EP 0211798 B1 EP0211798 B1 EP 0211798B1 EP 86730114 A EP86730114 A EP 86730114A EP 86730114 A EP86730114 A EP 86730114A EP 0211798 B1 EP0211798 B1 EP 0211798B1
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EP
European Patent Office
Prior art keywords
means according
holder
chains
groups
links
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP86730114A
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German (de)
French (fr)
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EP0211798A2 (en
EP0211798A3 (en
Inventor
Hansjörg Dr.-Ing. Rieger
Wolfgang Biehler
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RUD Kettenfabrik Rieger und Dietz GmbH and Co KG
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RUD Kettenfabrik Rieger und Dietz GmbH and Co KG
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Priority to AT86730114T priority Critical patent/ATE57342T1/en
Publication of EP0211798A2 publication Critical patent/EP0211798A2/en
Publication of EP0211798A3 publication Critical patent/EP0211798A3/en
Application granted granted Critical
Publication of EP0211798B1 publication Critical patent/EP0211798B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B39/00—Increasing wheel adhesion
    • B60B39/003—Vehicle mounted non-skid chains actuated by centrifugal force
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10279—Cushion

Definitions

  • the invention relates to an anti-skid device for motor vehicles with a plurality of intermediate pieces held by a holder which can be moved in a circular motion and which form connecting pieces via elastic spreader arms, the ends of which, facing away from the holder, are flung away from the holder under the influence of centrifugal force when the holder rotates in the operating position, and by which at least When the vehicle tire is rotating, parts pass the area of the tire's ground contact surface.
  • An anti-skid chain of the above type in which a single chain strand of links of comparatively large nominal thickness is connected to each intermediate piece, is known from DE-OS 29 14 366.
  • Their advantage over conventional anti-skid chains is that they make time-consuming chain assembly unnecessary. Rather, the driver of a vehicle, in particular a commercial vehicle, can move the anti-skid device from a rest position into an operating position and vice versa without leaving the driver's seat. If the known and similarly constructed anti-skid devices have nevertheless found little use in practice, this is in particular due to the fact that their anti-skid properties leave something to be desired. Thus, especially at low vehicle speeds, there is no guarantee that sufficient anti-skid elements will reach the area of the tire in contact with the ground.
  • the tire "does not accept” the chain strands, if you will.
  • the rolling comfort of the tire is severely impaired when the known device is used and its chain strands tend to form so-called braids despite the use of elastic spreading arms, which proves to be extremely critical here because the spreading arms consist of a core formed by a piece of rope or a chain strand section and an elastic rubber jacket enclosing this, via which the expansion arms are connected to the holder.
  • the forces acting in the area of the connection points can assume values which the rubber jacket anchoring cannot withstand.
  • Anti-skid devices with anti-skid elements formed by rigid or elastic spokes have also not been able to prevail because their space-saving placement in the external operating position is not possible at all or at best with a considerable amount of constructive effort.
  • the invention has for its object to provide an anti-skid device of the type under consideration which, while maintaining chain strands that can be thrown outwards by a holder as particularly non-slip anti-skid elements, offers significantly improved anti-skid properties and rolling conditions compared to known relevant devices, while at the same time extending the service life of the chain strands and an easier monitoring of their wear behavior is sought.
  • the anti-skid device offers a number of decisive advantages.
  • the chain strands can consist of smaller links than previously.
  • Delicate chain strands are easier to insert into the wedge gap between the tire and the road than coarse-link ones.
  • a more uniform distribution of the gripping elements formed by the chain links over the ground contact surface of the tire is achieved and in this way not only the anti-slip effect but also the rolling behavior of the tire is positively influenced.
  • the anti-skid device also adapts to the circumferential forces to be transmitted by the tire within certain limits, in that chain strands of a chain strand group are superimposed when large circumferential forces are transmitted. Since the chain strands of the individual chain strand groups normally pass the ground contact area of the tire in an almost fan-like manner, a kind of step wear takes place, ie the first strand protects the one or the subsequent ones, which still have their full functionality after the wear of the first strand. Critical braid formation is also largely prevented, since the chain strands of the individual chain strand groups fanning out during operation counteract rotations of the groups and of the connecting pieces about a common axis. The elastic Spreader arms guide the chain strand groups into the optimal entry position. A disruptive whip effect when the anti-skid elements emerge from the rolling area of the tire is avoided in that the chain strands of the chain strand groups are not released suddenly, but successively by the tire.
  • chain strand groups consist of three to five, preferably four, chain strands and are distributed over the circumference of the holder from five to seven, preferably six, chain strand groups.
  • the links of the chain strands of the chain strand groups are expediently matched in size to the wedge gap between the vehicle tire and the roadway, which is dependent on the outer diameter of the vehicle tire, in such a way that they are held on the smooth roadway by frictional engagement in the wedge gap.
  • chain strands made of links with a nominal thickness of 4 or 5 mm have proven their worth.
  • the expansion arms forming connecting pieces consist of chain strand sections which are each surrounded by a helical spring serving to stiffen them, the windings of which are spaced apart from one another and which are designed as compression springs biased by the chain strand sections.
  • Fig. 1 is the holder of an anti-skid device which should be constructed as shown in the particularly advantageous solutions shown in Figures 9 and 10.
  • the holder 1 has six chain strand groups which are evenly distributed over its circumference, preferably each consist of four chain strands 2, 3, 4 and 5 and are generally designated 6, of which only two were shown in FIG. 1.
  • the individual chain strand groups 6 are connected to the holder via intermediate pieces 7 forming elastic spreading arms.
  • the chain strands 2 and 3 can be of different lengths or, as shown in Fig. 3, below, consist of links 8 and 9 of different dimensions, the free ends of the chain strands 2 and 3 associated links 9 have smaller dimensions than the links 8 closer to the holder 1.
  • chain strands 2, 3, 4, 5 or 2, 3, 4 or 2, 3 combined in groups or bundles instead of individual chain strands creates the possibility of using chain links 8, 9 of comparatively small dimensions, i.e. of chain links whose nominal thickness d should not exceed 5 mm, whose outer width b should not exceed three and a half times the nominal thickness d and whose pitch t should not exceed four times the nominal thickness d (cf. FIG. 5).
  • FIG. 4 The advantage that the use of small links 8 or 9 offers over larger chain links 10 results from FIG. 4.
  • FIG. 4 In this figure 11 is the wedge gap between the vehicle tire 12 and the roadway 13.
  • the angle ⁇ 1 between the roadway 13 and the tangent 14 at the support point 15 of the links 8 and 9 on the vehicle tire 12 is preferably 10 °, while the corresponding angle C12 is approximately 25 ° in known constructions.
  • the coefficient of friction p is now equal to the tangent of the angle Q1 or a 2 . Self-locking occurs when the tg ⁇ ⁇ 2 ⁇ .
  • the elastic intermediate pieces 7 ensure that the chain strands 2, 3, 4, 5 are transferred into an optimal position relative to the tire 12, it proving to be advantageous if the intermediate pieces 7 in their rest position relative to the axis of rotation 17 of the holder 1 Take an angle ⁇ of 40-80 ° (cf. FIG. 9 and extend into the immediate vicinity of the vehicle tire 12, as shown in FIG. 2. Due to the elasticity of the intermediate pieces 7, these can emerge when the chain strand groups 6 run out of the Bend the area of the tire's ground contact surface 16 (cf. FIG. 3) and thus improve the run-out behavior of the chain strands their elasticity allows them to dodge the flanks 19 of the tire 12 indicated by a dash-dotted line 18 in FIG. 3 (cf. also FIG. 2).
  • FIGS. 5-8 Different designs of the intermediate pieces 7 are shown in FIGS. 5-8. It is important in all the solutions shown that the chain strand groups 6 are securely connected to the holder 1. This is achieved by using intermediate pieces 7 which consist of chain strand sections 20 or other multi-link structures which are connected directly to the holder and springs 21 or saponification sleeves 22 surrounding these chain strand sections 20. Both the springs 21 and the stiffening sleeves 22 can be cylindrical (see FIGS. 5, 6, 7) or conical (see FIG. 8).
  • Rings 23 are preferably used to connect the chain strand sections 20 to the chain strands 2, 3, 4, 5.
  • the use of plates with elongated holes or a plurality of bores arranged next to one another is also possible.
  • the springs 21 or stiffening sleeves 22 are supported on abutments 24 on the holder side via supporting surfaces 25 which run obliquely to the axis of rotation 17 of the holder 1 (cf. FIG. 9).
  • Locking members 26 serve to securely anchor the intermediate pieces 7 to the holder 1.
  • a cap 28 is arranged at the end of the stiffening sleeve 22, which counteracts excessive stresses on the free end of the stiffening sleeve 22 by keeping the end link of the chain strand section 20 connected to the ring 23 at a distance from the edge of the end of the stiffening sleeve 22 .
  • FIG. 9 shows details of the construction of a first holder 1. It consists of a support or friction wheel 29 which is rotatably mounted on the projection 30 of a drive part 31, which in turn is rotatably mounted on a cylindrical section 32 of a screw bolt 33, which is screwed into the socket 34 of a swivel arm 35.
  • the drive part 31 is provided with latching recesses 36 distributed over its circumference, into which one or more balls 38 under the action of a compression spring 37 engage.
  • the latching recesses 36, the compression springs 37 and the balls 38 form a slip clutch which enables relative movements between the drive part 31 and the support or friction wheel 29 if the torques transmitted from the chain train groups 6 into the drive part 31 exceed a certain value.
  • a housing 39 is fastened to a swivel arm 35 in which a ring gear 40 with internal teeth 41 is arranged.
  • gear wheels 42 roll, the axes 43 of which are rotatably mounted in the support or friction wheel 29.
  • the shaft 45 which has an external toothing 44 and is rotatably mounted in the housing 39, is driven via the toothed wheels 42, on the section 46 of which the support or friction wheel 29 is rotatably mounted.
  • a disk 47 is connected in a rotationally fixed manner to the shaft 45 and carries a first clutch lining 48 which cooperates with a second clutch lining 49 which is arranged on the drive part 31, which in turn is rotatably mounted on a section 50 of the shaft 45. Due to the selected arrangement, the drive part 31 is driven at a speed greater than the speed of the support via the slip clutch formed by the clutch linings 48 and 49 and the gear formed by the ring gear 40, the gear wheels 42 and the external toothing 44 of the shaft 45. or friction wheels 29. The centrifugal forces exerted on the chain strand groups 6 therefore quickly reach the desired high values when starting off.
  • 11 and 12 finally show a holder, the support or friction wheel 29 of which is supported by spring elements 51 and 52 on the drive part 31.
  • the cylindrical or hollow cylindrical spring elements 51, 52 are supported with dividers of their circumference in locking grooves 53, 54 on the support or friction wheel 29 and on the drive part 31.
  • the spring elements 51, 52 consist of rubber or a similarly elastic plastic and can take on the function of a slip clutch in addition to the cushioning function.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Braking Arrangements (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Formation And Processing Of Food Products (AREA)
  • Confectionery (AREA)
  • Ropes Or Cables (AREA)
  • Regulating Braking Force (AREA)

Abstract

In an anti-skid device for motor vehicles with a plurality of chain strands (2,3,4,5) retained in a support (1) which can be set into a revolving motion and connected to the latter by intermediate pieces (7) forming resilient spreading arms, the chain strands are combined to form chain strand groups (6) which consists of at least two chain strands. The chain strands (2,3,4,5) of the chain strand groups (6) are of fine-linked construction and connected to the intermediate pieces (7) by rings (23).

Description

Die Erfindung betrifft eine Gleitschutzvorvichtung für Kraftfahrzeuge mit mehreren von einem in eine Umlaufbewegung versetzbaren Halter gehaltenen, über elastische Spreizarme bildende Zwischenstücke mit diesem verbundenen Kettensträngen, deren dem Halter abgewandte Enden bei in der Betriebsstellung umlaufendem Halter unter Fliehkrafteinwirkung vom Halter weggeschleudert werden, und von denen zumindet Teile bei sich drehendem Farhzeugreifen den Bereich der Bodenberührungsfläche des Reifens passieren.The invention relates to an anti-skid device for motor vehicles with a plurality of intermediate pieces held by a holder which can be moved in a circular motion and which form connecting pieces via elastic spreader arms, the ends of which, facing away from the holder, are flung away from the holder under the influence of centrifugal force when the holder rotates in the operating position, and by which at least When the vehicle tire is rotating, parts pass the area of the tire's ground contact surface.

Ein Gleitschutzkette der vorstehenden Art, bei der sich an jedes Zwischenstück ein einzelner Kettenstrang aus Gliedern vergleichsweise großer Nenndicke anschließt, ist aus der DE-OS 29 14 366 bekannt. Ihr Vorteil gegenüber üblichen Gleitschutzketten besteht darin, daß sie eine zeitraubende Kettenmontage überflüssig macht. Der Fahrer eines Fahrzeuges, insbesondere Nutzfahrzeuges, kann die Gleitschutzvorrichtung vielmehr ohne den Fahrersitz zu verlassen aus einer Ruhestellung in eine Betriebsstellung überführen und umgekehrt. Wenn die bekannten und ähnlich aufgebauten Gleitschutzvorrichtungen gleichwohl wenig in die Praxis Eingang gefunden haben, so liegt dies insbesondere daran, daß ihre Gleitschutzeigenschaften zu wünschen übrig lassen. So ist insbesondere bei niedrigen Fahrzeuggeschwindigkeiten keine Gewähr dafür gegeben, daß Gleitschutzelemente in hinreichender Zahl in den Bereich der Bodenberührungsfläche des Reifens gelangen. Der Reifen "nimmt"-wenn man so will-"die Kettenstränge nicht an". Hinzu kommt, daß Abrollkomfort des Reifens bei Einsatz der bekannten Vorrichtung stark beeinträchtigt ist und ihre Kettenstränge trotz der Verwendung elastischer Spreizarme zur sogenannten Zopfbildung neigen, die sich hier deshalb als außerordentlich kritisch erweist, weil die Spreizarme aus einem von einem Seilstück oder einem Kettenstrangabschnitt gebildeten Kern und einem diesen umschließenden elastischen Gummimantel bestehen, über den der Anschluß der Spreizarme an den Halter erfolgt. Bei einer Zopfbildung, aber auch bei normalem Betrieb können die im Bereich der Anschlußstellen wirksam wirkenden Kräfte nämlich Werte annehmen, denen die Gummimantelverankerung nicht standhält.An anti-skid chain of the above type, in which a single chain strand of links of comparatively large nominal thickness is connected to each intermediate piece, is known from DE-OS 29 14 366. Their advantage over conventional anti-skid chains is that they make time-consuming chain assembly unnecessary. Rather, the driver of a vehicle, in particular a commercial vehicle, can move the anti-skid device from a rest position into an operating position and vice versa without leaving the driver's seat. If the known and similarly constructed anti-skid devices have nevertheless found little use in practice, this is in particular due to the fact that their anti-skid properties leave something to be desired. Thus, especially at low vehicle speeds, there is no guarantee that sufficient anti-skid elements will reach the area of the tire in contact with the ground. The tire "does not accept" the chain strands, if you will. In addition, the rolling comfort of the tire is severely impaired when the known device is used and its chain strands tend to form so-called braids despite the use of elastic spreading arms, which proves to be extremely critical here because the spreading arms consist of a core formed by a piece of rope or a chain strand section and an elastic rubber jacket enclosing this, via which the expansion arms are connected to the holder. With braid formation, but also during normal operation, the forces acting in the area of the connection points can assume values which the rubber jacket anchoring cannot withstand.

Bekannt ist außerdem aus der US-PS 30 68 949 eine ähnlich aufgebaute Gleitschutzvorrichtung, bei der anstelle von Kettensträngen elastische speicherartige Gebilde verwendet werden, die über metallische Zugfedern an den Halter angeschlossen sind. Diese Vorrichtung bietet zwar den Vorteil, daß ihre Gleitschutzelemente unabhängig von der auf sie ausgeübten Fliehkraft in den Bereich der Bodenberührungsfläche des Reifens bewegt werden und die Gefahr einer Zopfbildung bei ihnen eliminiert ist. Ihre Gleitschutzeigenschaften sind indessen unbefriedigend. Darüberhinaus löst die elastische Ausbildung der Speichen selbst und ihr Anschluß über eine Zugfeder an den Halter bei der Freigabe der Speichen nach dem Passieren des Reifens einen Peitscheneffekt aus, der zu Beschädigungen nicht nur aufeinanderfolgender Speichen sondern auch von Teilen des Fahrzeuges führen kann.Also known from US-PS 30 68 949 is a similarly constructed anti-skid device in which elastic memory-like structures are used instead of chain strands, which are connected to the holder via metallic tension springs. This device offers the advantage that its anti-skid elements are moved into the area of the tire's ground contact surface regardless of the centrifugal force exerted on them, and the risk of knot formation is eliminated. However, their anti-slip properties are unsatisfactory. In addition, the elastic design of the spokes themselves and their connection via a tension spring to the holder when the spokes are released after passing through the tire triggers a whip effect, which can lead to damage not only to successive spokes but also to parts of the vehicle.

Gleitschutzvorrichtungen mit von starren oder elastischen Speichen gebildeten Gleitschutzelementen haben sich im übrigen auch deshalb nicht durchzusetzen vermocht, weil ihre raumsparende Unterbringung in der Außenbetriebsstellung gar nicht oder aber allenfalls unter Inkaufnahme eines erheblichen konstruktiven Aufwandes möglich ist.Anti-skid devices with anti-skid elements formed by rigid or elastic spokes have also not been able to prevail because their space-saving placement in the external operating position is not possible at all or at best with a considerable amount of constructive effort.

Der Erfindung liegt die Aufgabe zugrunde, eine Gleitschutzvorrichtung der in Betracht gezogenen Art zu schaffen, die unter Beibehaltung von durch einen Halter nach außen schleuderbaren Kettensträngen als besonders griffige Gleitschutzelemente deutlich verbesserte Gleitschutzeigenschaften und Abrollverhältnisse gegenüber bekannten einschlägigen Vorrichtungen bietet, wobei zugleich eine verlängerte Standzeit der Kettenstränge und eine einfachere Überwachbarkeit ihres Verschleißverhaltens angestrebt wird.The invention has for its object to provide an anti-skid device of the type under consideration which, while maintaining chain strands that can be thrown outwards by a holder as particularly non-slip anti-skid elements, offers significantly improved anti-skid properties and rolling conditions compared to known relevant devices, while at the same time extending the service life of the chain strands and an easier monitoring of their wear behavior is sought.

Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß bei einer Gleitschutzvorrichtung der eingangs genannten Art mindestens an einigen, vorzugsweise aber an allen Zwischenstücken Kettenstranggruppen aus mindestens zwei Kettensträngen angreifen.This object is achieved in that in a non-skid device of the type mentioned attack chain strand groups from at least two chain strands at least on some, but preferably on all intermediate pieces.

Die erfindungsgemäße Gleitschutzvorrichtung bietet eine Reihe entscheidender Vorteile. Infolge des Ersatzes einzelner Kettenstränge durch Kettenstranggruppen, die über die Spreizarme bildende Verbindungsstücke am Halter angreifen, können die Kettenstränge aus kleineren Gliedern als bisher bestehen. Feingliedrige Kettenstränge aber sind leichter in den Keilspalt zwischen Reifen und Fahrbahn einführbar als grobgliedrige. Gleichzeitig wird eine gleichmäßigere Verteilung der von den Kettengliedern gebildeten Greifelemente über die Bodenberührungsfläche des Reifens erreicht und auf diese Weise nicht nur die Gleitschutzwirkung sondern auch das Abrollverhalten des Reifens positiv beeinflußt. Wie bei Versuchen festgestellt werden konnte, paßt sich die erfindungsgemäße Gleitschutzvorrichtung zudem in bestimmten Grenzen an die vom Reifen zu übertragenden Umfangskräfte an, indem es bei der Übertragung großer Umfangskräfte zu einer Überlagerung von Kettensträngen einer Kettenstranggruppe kommt. Da die Kettenstränge der einzelnen Kettenstranggruppen normalerweise die Bodenberührungsfläche des Reifens annähernd fächerartig passieren, findet eine Art Stufenverschleiß statt, d.h. der erste Strang schützt den oder die nachfolgenden, die nach dem Verschleiß des ersten Stranges noch ihre volle Funktionsfähigkeit haben. Auch werden kritische Zopfbildungen weitgehend verhindert, da die sich bei Betrieb auffächernden Kettenstränge der einzelnen Kettenstranggruppen Drehungen der Gruppen und der Verbindungsstücke um eine gemeinsame Achse entgegenwirken. Die elastischen Spreizarme führen die Kettenstranggruppen in die optimale Einlaufposition. Ein störender Peitscheneffekt beim Austreten der Gleitschutzelemente aus dem Abrollbereich des Reifens wird dadurch vermieden, daß die Kettenstränge der Kettenstranggruppen nicht schlagartig auf einmal, sondern sukzessive vom Reifen freigegeben werden.The anti-skid device according to the invention offers a number of decisive advantages. As a result of the replacement of individual chain strands by chain strand groups which engage on the holder via connecting pieces which form the spreading arms, the chain strands can consist of smaller links than previously. Delicate chain strands are easier to insert into the wedge gap between the tire and the road than coarse-link ones. At the same time, a more uniform distribution of the gripping elements formed by the chain links over the ground contact surface of the tire is achieved and in this way not only the anti-slip effect but also the rolling behavior of the tire is positively influenced. As has been found in tests, the anti-skid device according to the invention also adapts to the circumferential forces to be transmitted by the tire within certain limits, in that chain strands of a chain strand group are superimposed when large circumferential forces are transmitted. Since the chain strands of the individual chain strand groups normally pass the ground contact area of the tire in an almost fan-like manner, a kind of step wear takes place, ie the first strand protects the one or the subsequent ones, which still have their full functionality after the wear of the first strand. Critical braid formation is also largely prevented, since the chain strands of the individual chain strand groups fanning out during operation counteract rotations of the groups and of the connecting pieces about a common axis. The elastic Spreader arms guide the chain strand groups into the optimal entry position. A disruptive whip effect when the anti-skid elements emerge from the rolling area of the tire is avoided in that the chain strands of the chain strand groups are not released suddenly, but successively by the tire.

Besonders günstige Verhältnisse erhält man, wenn die Kettenstranggruppen aus drei bis fünf, vorzugsweise aus vier Kettensträngen bestehen und über den Umfang des Halters fünft bis sieben, vorzugsweise sechs Kettenstranggruppen verteilt sind.Particularly favorable conditions are obtained when the chain strand groups consist of three to five, preferably four, chain strands and are distributed over the circumference of the holder from five to seven, preferably six, chain strand groups.

Die Glieder der Kettenstränge der Kettenstranggruppen werden zweckmäßigerweise derart größenmäßig auf den von Außendurchmesser des Fahrzeugreifens abhängigen Keilspalt zwischen Fahrzeugreifen und Fahrbahn abgestimmt, daß sie auf glatter Fahrbahn durch Reibschluß im Keilspalt gehalten werden. In der Praxis haben sich Kettenstränge aus Gliedern mit einer Nenndicke von 4 oder 5 mm gut bewährt.The links of the chain strands of the chain strand groups are expediently matched in size to the wedge gap between the vehicle tire and the roadway, which is dependent on the outer diameter of the vehicle tire, in such a way that they are held on the smooth roadway by frictional engagement in the wedge gap. In practice, chain strands made of links with a nominal thickness of 4 or 5 mm have proven their worth.

Die Spreizarme bildenden Verbindungsstücke bestehen bei einer bevorzugten Ausführungsform der Erfindung aus Kettenstrangabschnitten, die jeweils von einer zu ihrer Versteifung dienenden Schraubenfeder umgeben sind, deren Windungen einen Abstand voneinander einnehmen und die als durch die Kettenstrangabschnitte vorgespannte Druckfedern ausgebildet sind.In a preferred embodiment of the invention, the expansion arms forming connecting pieces consist of chain strand sections which are each surrounded by a helical spring serving to stiffen them, the windings of which are spaced apart from one another and which are designed as compression springs biased by the chain strand sections.

Weitere Einzelheiten und Merkmale der Erfindung ergeben sich aus den Unteransprüchen und der nachstehenden Beschreibung mehrerer in der beigefügten Zeichnung dargestellter Ausführungsbeispiele. Es ziegen

  • Figur 1 die perspektivische Ansicht einer sich im Einsatz befindlichen Gleitschutzvorrichtung,
  • Figur 2 schematisch die Stirnansicht einer sich im Einsatz befindlichen Gleitschutzvorrichtung,
  • Figur 3 schematisch die Anordnung der Kettenstranggruppen beim Passieren der Bodenberührungsfläche des Reifens,
  • Figur 4 unterschiedlich große Kettenglieder im Keilspalt zwischen Fahrzeugreifen und Fahrbahn,
  • Figuren 5-8 Teildraufsichten von Gleitschutzvorrichtungen mit unterschiedlich ausgebildeten Zwischenstücken,
  • Figur 9 einen Schnitt durch eine Gleitschutzvorrichtung mit einer Rutschkupplung,
  • Figur 10 einen Schnitt durch eine mit einem Übersetzungsgetriebe und einer Rutschkupplung ausgestatteten Gleitschutzvorrichtung,
  • Figur 11 einen Schnitt durch einen modifizierten Halter einer Gleitschutzvorrichtung und
  • Figur 12 die Draufsicht auf den Halter gemäß Figur 11.
Further details and features of the invention emerge from the subclaims and the following description of several exemplary embodiments illustrated in the accompanying drawing. Goats there
  • FIG. 1 shows the perspective view of an anti-skid device in use,
  • FIG. 2 shows schematically the end view of an anti-skid device in use,
  • FIG. 3 schematically shows the arrangement of the chain strand groups when passing through the ground contact area of the tire,
  • FIG. 4 chain links of different sizes in the wedge gap between vehicle tires and roadway,
  • FIGS. 5-8 partial top views of anti-skid devices with differently designed intermediate pieces,
  • FIG. 9 shows a section through an anti-skid device with a slip clutch,
  • FIG. 10 shows a section through an anti-skid device equipped with a transmission gear and a slip clutch,
  • Figure 11 is a section through a modified holder of an anti-skid device and
  • FIG. 12 shows the top view of the holder according to FIG. 11.

In den Figuren werden für sich funktionsmäßig entsprechende Teile gleiche Bezugszeichen verwendet.In the figures, the same reference numerals are used for functionally corresponding parts.

In Fig. 1 ist 1 der Halter einer Gleitschutzvorrichtung, der so aufgebaut sein sollte, wie dies in den besonders vorteilhafte Lösungen zeigenden Figuren 9 und 10 dargestellt ist. Der Halter 1 weist sechs gleichmäßig über seinen Umfang verteilte, vorzugsweise aus jeweils vier Kettensträngen 2, 3, 4 und 5 bestehende, allgemein mit 6 bezeichnete Kettenstranggruppen auf, von denen in Fig. 1 lediglich zwei dargestellt wurden. Die einzelnen Kettenstranggruppen 6 sind über elastische Spreizarme bildende Zwischenstücke 7 mit dem Halter verbunden. Wie in Fig. 3, oben, angedeutet, können die Kettenstränge 2 und 3 ungleich lang oder aber, wie in Fig. 3, unten, gezeigt, aus Gliedern 8 und 9 unterschiedlicher Abmessungen bestehen, wobei die den freien Enden der Kettenstränge 2 und 3 zugeordneten Glieder 9 kleinere Abmessungen als die den Halter 1 näher gelegenen Glieder 8 haben.In Fig. 1, 1 is the holder of an anti-skid device which should be constructed as shown in the particularly advantageous solutions shown in Figures 9 and 10. The holder 1 has six chain strand groups which are evenly distributed over its circumference, preferably each consist of four chain strands 2, 3, 4 and 5 and are generally designated 6, of which only two were shown in FIG. 1. The individual chain strand groups 6 are connected to the holder via intermediate pieces 7 forming elastic spreading arms. As indicated in Fig. 3, above, the chain strands 2 and 3 can be of different lengths or, as shown in Fig. 3, below, consist of links 8 and 9 of different dimensions, the free ends of the chain strands 2 and 3 associated links 9 have smaller dimensions than the links 8 closer to the holder 1.

Durch die Verwendung von gruppen- oder bündelartig zusammengefaßten Kettensträngen 2, 3, 4, 5 bzw. 2, 3, 4 bzw. 2, 3 anstelle einzelner Kettenstränge wird die Möglichkeit zur Verwendung von Kettengliedern 8, 9 vergleichsweise kleiner Abmessungen geschaffen, d.h. von Kettengliedern, deren Nenndicke d maximal 5 mm, deren äußere Breite b höchstens gleich der dreieinhalbfachen Nenndicke d und deren Teilung t höchstens gleich der vierfachen Nenndicke d sein sollte (vgl. Fig. 5).The use of chain strands 2, 3, 4, 5 or 2, 3, 4 or 2, 3 combined in groups or bundles instead of individual chain strands creates the possibility of using chain links 8, 9 of comparatively small dimensions, i.e. of chain links whose nominal thickness d should not exceed 5 mm, whose outer width b should not exceed three and a half times the nominal thickness d and whose pitch t should not exceed four times the nominal thickness d (cf. FIG. 5).

Der Vorteil, den die Verwendung kleiner Glieder 8 bzw. 9 gegenüber größeren Kettengliedern 10 bietet, ergibt sich aus Fig. 4. In dieser Figur ist 11 der Keilspalt zwischen dem Fahrzeugreifen 12 und der Fahrbahn 13. Der Winkel α1 zwischen der Fahrbahn 13 und der Tangente 14 an dem Abstützpunkt 15 der Glieder 8 bzw. 9 am Fahrzeugreifen 12 beträgt vorzugsweise 10°, während der entsprechende Winkel C12 bei bekannten Konstruktionen bei etwa 25° liegt. Der Reibungskoeffizient p ist nun gleich dem Tangens des Winkels Q1 bzw. a2. Selbsthemmung liegt vor, wenn der tgα≦2µ ist. Da der Reibungskoeffizient µ zwischen Stahl und schneeglatter Fahrbahn bei 0,1 liegt, herrscht bei Q1, d.h. tg 10°=0,176<0,2 Selbsthemmung, d.h. die Kettenstränge werden vom Reifen angenommen und in den Bereich der Bodenberührungsfläche 16 des Reifens 12 überführt (vgl. Fig. 3). Aus dieser Erkenntnis folgt, daß es zweckmäßig ist, die Kettenstränge so auszubilden, wie dies in Fig. 3, unten, angedeutet ist und oben bereits erläutert wurde. Die Glieder 8 mit größerer Greifhöhe werden hier durch die kleineren Glieder 9 im Keilspalt 11 gehalten, d.h. die kleineren Glieder 9 bilden Anker, die ein Abprallen der Kettenstränge 2, 3, 4, 5 vom Reifen 12 verhindern.The advantage that the use of small links 8 or 9 offers over larger chain links 10 results from FIG. 4. In this figure 11 is the wedge gap between the vehicle tire 12 and the roadway 13. The angle α 1 between the roadway 13 and the tangent 14 at the support point 15 of the links 8 and 9 on the vehicle tire 12 is preferably 10 °, while the corresponding angle C12 is approximately 25 ° in known constructions. The coefficient of friction p is now equal to the tangent of the angle Q1 or a 2 . Self-locking occurs when the tgα ≦ 2µ. Since the coefficient of friction μ between steel and snow-slippery road surface is 0.1, Q1 , ie tg 10 ° = 0.176 <0.2, is self-locking, ie the chain strands are accepted by the tire and transferred to the area of the ground contact surface 16 of the tire 12 ( see Fig. 3). From this knowledge it follows that it is expedient to design the chain strands as indicated in FIG. 3, below, and has already been explained above. The links 8 with a larger gripping height are held here by the smaller links 9 in the wedge gap 11, ie the smaller links 9 form anchors which prevent the chain strands 2, 3, 4, 5 from ricocheting off the tire 12.

Durch die elastischen Zwischenstücke 7 wird erreicht, daß die Kettenstränge 2, 3, 4, 5 in eine optimale Lage gegenüber dem Reifen 12 überführt werden, wobei es sich als günstig erweist, wenn die Zwischenstücke 7 in ihrer Ruhestellung zur Drehachse 17 des Halters 1 einen Winkel ß von 40-80° einnehmen (vgl. Fig. 9 und bis in die unmittelbare Nähe des Fahrzeugreifens 12 reichen, wie dies in Fig. 2 dargestellt ist. Aufgrund der Elastizität der Zwischenstücke 7 können diese sich beim Auslauf der Kettenstranggruppen 6 aus dem Bereich der Bodenberührungsfl'äche 16 des Reifens verbiegen (vgl. Fig. 3) und so das Auslaufverhalten der Kettenstränge verbessern. Außerdem gestattet ihnen ihre Elastizität ein Ausweichen gegenüber den in Fig. 3 durch eine strichpunktierte Linie 18 angedeuteten Flanken 19 des Reifens 12 (vgl. auch Fig. 2).The elastic intermediate pieces 7 ensure that the chain strands 2, 3, 4, 5 are transferred into an optimal position relative to the tire 12, it proving to be advantageous if the intermediate pieces 7 in their rest position relative to the axis of rotation 17 of the holder 1 Take an angle β of 40-80 ° (cf. FIG. 9 and extend into the immediate vicinity of the vehicle tire 12, as shown in FIG. 2. Due to the elasticity of the intermediate pieces 7, these can emerge when the chain strand groups 6 run out of the Bend the area of the tire's ground contact surface 16 (cf. FIG. 3) and thus improve the run-out behavior of the chain strands their elasticity allows them to dodge the flanks 19 of the tire 12 indicated by a dash-dotted line 18 in FIG. 3 (cf. also FIG. 2).

Verschiedene Ausbildungen der Zwischenstücke 7 sind in den Fig. 5-8 dargestellt. Wichtig ist bei allen gezeigten Lösungen, daß die Kettenstranggruppen 6 sicher mit dem Halter 1 verbunden sind. Man erreicht dies dadurch, daß man Zwischenstücke 7 verwendet, die aus unmittelbar mit dem Halter verbundenen Kettenstrangabschnitten 20 oder anderen mehrgliedrigen Gebilden und diese Kettenstrangabschnitte 20 umgebenden Federn 21 oder Verseifungshülsen 22 bestehen. Sowohl die Federn 21 als auch die Versteifungshülsen 22 können zylindrisch (vgl. Fig. 5, 6, 7) oder konisch (vgl. Fig. 8) ausgebildet sein.Different designs of the intermediate pieces 7 are shown in FIGS. 5-8. It is important in all the solutions shown that the chain strand groups 6 are securely connected to the holder 1. This is achieved by using intermediate pieces 7 which consist of chain strand sections 20 or other multi-link structures which are connected directly to the holder and springs 21 or saponification sleeves 22 surrounding these chain strand sections 20. Both the springs 21 and the stiffening sleeves 22 can be cylindrical (see FIGS. 5, 6, 7) or conical (see FIG. 8).

Zur Verbindung der Kettenstrangabaschnitten 20 mit den Kettensträngen 2, 3, 4, 5 dienen vorzugsweise Ringe 23. Der Einsatz von Platten mit Langlöchern oder mehreren nebeneinander angeordneten Bohrungen ist allerdings auch möglich.Rings 23 are preferably used to connect the chain strand sections 20 to the chain strands 2, 3, 4, 5. However, the use of plates with elongated holes or a plurality of bores arranged next to one another is also possible.

Die Federn 21 bzw. Versteifungshülsen 22 stützen sich an halterseitigen Widerlagern 24 über Stützflächen 25 ab, die schräg zur Drehachse 17 des Halters 1 verlaufen (vgl. Fig. 9). Zur sicheren Verankerung der Zwischenstücke 7 am Halter 1 dienen Verriegelungsorgane 26.The springs 21 or stiffening sleeves 22 are supported on abutments 24 on the holder side via supporting surfaces 25 which run obliquely to the axis of rotation 17 of the holder 1 (cf. FIG. 9). Locking members 26 serve to securely anchor the intermediate pieces 7 to the holder 1.

Als für den Spreizeffekt besonders vorteilhaft, erweisen sich Zwischenstücke 7 der in den Fig. 7 und 8 dargestellten Art. Beim Ausführungsbeispiel gemäß Fig. 7 ist die Feder 21 durch den Kettenstrangabschnitt 20 auf Druck vorgespannt. Der Ring 23 drückt zu diesem Zweck gegen ein zweites Widerlager 27, zwischen dem und dem ersten Widerlager 25 die Feder 21 angeordnet ist. Durch die Vorspannung der Feder 21 läßt sich das Spreizverhalten des Zwischenstückes an die jeweiligen Gegebenheiten anpassen.Intermediate pieces 7 of the type shown in FIGS. 7 and 8 have proven to be particularly advantageous for the spreading effect. In the exemplary embodiment according to FIG. 7, the spring 21 is prestressed by the chain strand section 20 under pressure. For this purpose, the ring 23 presses against a second abutment 27, between which and the first abutment 25 the spring 21 is arranged. By the bias of the spring 21, the spreading behavior of the intermediate piece can be adapted to the particular circumstances.

Beim Ausführungsbeispiel gemäß Fig. 8 ist am Ende der Versteifungshüle 22 eine Kappe 28 angeordnet, die übermäßigen Beanspruchungen des freien Endes der Versteifungshülse 22 entgegenwirkt, indem sie das mit dem Ring 23 verbundene Endglied des Kettenstrangabschnittes 20 im Abstand vom Rand des Endes der Versteifungshülse 22 hält.In the exemplary embodiment according to FIG. 8, a cap 28 is arranged at the end of the stiffening sleeve 22, which counteracts excessive stresses on the free end of the stiffening sleeve 22 by keeping the end link of the chain strand section 20 connected to the ring 23 at a distance from the edge of the end of the stiffening sleeve 22 .

Fig. 9 zeigt Einzelheiten des Aufbaus eines ersten Halters 1. Er besteht aus einem Stütz- bzw. Reibrad 29, das drehbar auf dem Ansatz 30 eines Antriebsteiles 31 gelagert ist, welches seinerseits wiederum drehbar auf einem zylindrischen Abschnitt 32 eines Schraubbolzens 33 gelagert ist, der in die Buchse 34 eines Schwenkarmes 35 geschraubt ist. Das Antriebsteil 31 ist mit über seinen Umfang verteilten Rastausnehmungen 36 versehen, in die eine oder mehrere unter der Einwirkung einer Druckfeder 37 stehende Kugeln 38 greifen. Die Rastausnehmungen 36, die Druckfedern 37 und die Kugeln 38 bilden eine Rutschkupplung, welche Relativbewegungen zwischen dem Antriebsteil 31 und dem Stütz- bzw. Reibrad 29 ermöglicht, falls die von den Kettenstranggruppen 6 in den Antriebsteil 31 übertragenen Drehmomente einen bestimmten Wert übersteigen.9 shows details of the construction of a first holder 1. It consists of a support or friction wheel 29 which is rotatably mounted on the projection 30 of a drive part 31, which in turn is rotatably mounted on a cylindrical section 32 of a screw bolt 33, which is screwed into the socket 34 of a swivel arm 35. The drive part 31 is provided with latching recesses 36 distributed over its circumference, into which one or more balls 38 under the action of a compression spring 37 engage. The latching recesses 36, the compression springs 37 and the balls 38 form a slip clutch which enables relative movements between the drive part 31 and the support or friction wheel 29 if the torques transmitted from the chain train groups 6 into the drive part 31 exceed a certain value.

Ein zweiter für den Antrieb von Kettenstranggruppen 6 besonders gut geeigneter Halter 1 ist in Fig. 10 dargestellt. Auch er besitzt ein Stütz- bzw. Reibrad 29, welches drehbar gegenüber einem Antriebsteil 31 gelagert ist. An einem Schwenkarm 35 ist hier ein Gehäuse 39 befestigt, in dem ein Zahnkranz 40 mit Innenverzahnung 41 angeordnet ist. Auf der Innenverzahnung 41 wälzen sich Zahnräder 42 ab, deren Achsen 43 drehbar im Stütz- bzw. Reibrad 29 gelagert ist. Über die Zahnräder 42 wird die eine Außenverzahnung 44 tragende, drehbar im Gehäuse 39 gelagerte Welle 45 angetrieben, auf deren Abschnitt 46 drehbar das Stütz- bzw. Reibrad 29 gelagert ist. Mit der Welle 45 ist drehfest eine Scheibe 47 verbunden, die einen ersten Kupplungsbelag 48 trägt, der mit einem zweiten Kupplungsbelag 49 zusammenwirkt, der am Antriebsteil 31 angeordnet ist, das seinerseits wiederum drehbar auf einem Abschnitt 50 der Welle 45 gelagert ist. Aufgrund der gewählten Anordnung wird über die von den Kupplungsbelägen 48 und 49 gebildete Rutschkupplung und das vom Zahnkranz 40, den Zahnrädern 42 und der Außenverzahnung 44 der Welle 45 gebildete Getriebe das Antriebsteil 31 mit einer Drehzahl angetrieben, die größer ist als die Drehzahl des Stütz- bzw. Reibrades 29. Die auf die Kettenstranggruppen 6 ausgeübten Fliehkräfte erreichen mithin schon beim Anfahren schnell die gewünscht hohen Werte.A second holder 1, which is particularly suitable for driving chain strand groups 6, is shown in FIG. 10. It also has a support or friction wheel 29 which is rotatably mounted relative to a drive part 31. A housing 39 is fastened to a swivel arm 35 in which a ring gear 40 with internal teeth 41 is arranged. On the internal toothing 41, gear wheels 42 roll, the axes 43 of which are rotatably mounted in the support or friction wheel 29. The shaft 45, which has an external toothing 44 and is rotatably mounted in the housing 39, is driven via the toothed wheels 42, on the section 46 of which the support or friction wheel 29 is rotatably mounted. A disk 47 is connected in a rotationally fixed manner to the shaft 45 and carries a first clutch lining 48 which cooperates with a second clutch lining 49 which is arranged on the drive part 31, which in turn is rotatably mounted on a section 50 of the shaft 45. Due to the selected arrangement, the drive part 31 is driven at a speed greater than the speed of the support via the slip clutch formed by the clutch linings 48 and 49 and the gear formed by the ring gear 40, the gear wheels 42 and the external toothing 44 of the shaft 45. or friction wheels 29. The centrifugal forces exerted on the chain strand groups 6 therefore quickly reach the desired high values when starting off.

Die Fig. 11 und 12 schließlich zeigen einen Halter, dessen Stütz- bzw. Reibrad 29 sich über Federelemente 51 bzw. 52 am Antriebsteil 31 abstützt. Die aus elastischem Material bestehenden zylindrisch oder hohlzylindrisch ausgebildeten Federelemente 51, 52 stützen sich dabei mit Teiler ihres Umfanges in Rastnuten 53, 54 am Stütz- bzw. Reibrad 29 und am Antriebsteil 31 ab. Die Federelemente 51, 52 bestehen aus Gummi oder einem änhlich elastischen Kunststoff und können neben der Abfederungsfunktion die Aufgabe einer Rutschkupplung übernehmen.11 and 12 finally show a holder, the support or friction wheel 29 of which is supported by spring elements 51 and 52 on the drive part 31. The cylindrical or hollow cylindrical spring elements 51, 52 are supported with dividers of their circumference in locking grooves 53, 54 on the support or friction wheel 29 and on the drive part 31. The spring elements 51, 52 consist of rubber or a similarly elastic plastic and can take on the function of a slip clutch in addition to the cushioning function.

Claims (31)

1. An anti-skid means for motor vehicles comprising a number of chains (2, 3, 4, 5) held in a rotatable holder (1) and connected thereto via intermediate members (7) which constitute resilient expanding arms, the ends of the chains remote from the holder (1) being thrown by centrifugal force away from the holder (1) when the holder (1) is rotating in the operating position, and at least parts of the chains entering the area of contact between the ground and the tyre (12) when the tyre (12) rotates, characterised in that groups (6) of at least two chains (2, 3) engage at least some intermediate members (7).
2. Means according to Claim 1, characterised in that groups (6) of at least two chains (2, 3) engage each intermediate member (7).
3. Means according to Claim 2 or 3, characterised in that each group (6) comprises three to five chains.
4. Means according to Claim 3, characterised in that each group (6) comprises three or four chains (2,3,4,5).
5. Means according to any of Claims 1 to 4, characterised in that five to seven groups of chains (6) are distributed around the periphery of a substantially plate-shaped holder (1).
6. Means according to Claim 5, characterised in that six groups (6) of chains are distributed around the periphery of the holder (1).
7. Means according to any of Claims 1 to 6, characterised in that the chains (2, 3, 4, 5) in the groups (6) are of unequal length (Fig. 3, top).
8. Means according to any of Claims 1 to 7, characterised in that the chains (2, 3, 4, 5) in the groups (6) have links (8, 9) adapted in size to the wedge-shaped gap (11), depending on the outer diameter of the tyre (12), between the tyre (12) and the road (13), so that the links are held by frictional engagement in the wedge-shaped gap (11) on a smooth road (13).
9. Means according to Claim 8, characterised in that the tangent (14) perpendicular to the tyre axis and at the point (15) where a link (8, 9) bears on the tyre (12), the size of the link being adapted to the outer diameter of the tyre (12), is at an angle Q1 less than 12° to the road (12).
10. Means according to Claims 1 to 9, characterised in that the links (8, 9) of the chains (2, 3, 4, 5) in the groups (6) have differing dimensions, the links (9) at the free ends of the chains (2, 3, 4, 5) being smaller than the links (8) nearer the holder (1) (Fig. 3, bottom).
11. Means according to any of Claims 1 to 10, characterised in that the nominal thickness (d) of the links (8, 9) of the chains (2, 3, 4, 5) in the groups (6) is not more than 5 mm.
12. Means according to any of Claims 1 to 11, characterised in that the outer width (b) of the links (8, 9) is not more than 3s times the nominal thickness (d).
13. Means according to any of Claims 1 to 12, characterised in that the spacing (t) of the links (8, 9) of the chains (2, 3, 4, 5) is not more than four times the rated thickness (d) of the links (8, 9).
14. Means according to any of Claims 1 to 13, characterised in that the intermediate membes (7) are at an angle ((3) of 40-80° to the axis of rotation (17) of the holder (1).
15. Means according to any of Claims 1 to 14, characterised in that the intermediate members (7) comprise chain portions (20) and respective springs (21) or reinforcing sleeves (22) surrounding the portions and reinforcing them.
16. Means according to Claim 15, characterised in that the springs (21) are helical springs with spaced-apart turns.
17. Means according to Claim 15 or 16, characterised in that the springs (21) are compression springs prestressed by the chain portions (20).
18. Means according to any of Claims 15 to 17, characterised in that the holder (1) has abutments (24) for the ends of the springs (21) for reinforcing sleeves (22) facing the holder.
19. Means according to Claim 18, characterised in that the intermediate members (7) are secured to the holder (1) by releasable locking means (26).
20. Means according to claim 18 or 19, characterised in that the abutments (24) for the springs (21) or reinforcing sleeves (22) on the side of the holder have supporting surfaces (25) for the ends of the springs (21) or reinforcing sleeves (22), the supporting surfaces extending at an angle to the axis of rotation of the plate-shaped holder (1).
21. Means according to any of Claims 14 to 20, characterised in that one end of each reinforcing spring (21) or sleeve (22) is nontiltably mounted on the holder (1).
22. Means according to any of Claims 15 to 21, characterised in that the intermediate members (7) are connected to the chains (2, 3, 4, 5) in the groups (6) via components which bear against the abutments (27) for the ends of the springs (21) or reinforcing sleeves (22) remote from the holder (1
23. Means according to Claim 22, characterised in that the components connecting the intermediate members (7) to the groups (6) of chains are rings (23).
24. Means according to any of Claims 1 to 23 comprising a supporting or friction wheel for imparting motion to the holder, characterised in that the holder (1) comprises a driving part (31) for the groups (6) of chains, the driving part being mounted so as to be rotatable relative to the supporting or friction wheel (29) and being connected to the supporting or friction wheel (29) via a gear (40, 42, 44) for increasing the speed of the drive part (31) relative to the speed of the supporting or friction wheel (29).
25. Means according to Claim 24, characterised in that the gear (40, 42, 44) is a planetary gear.
26. Means according to Claim 24 or 25, characterised in that the supporting or friction wheel (29) is connected to the driving part (31) of the holder (1) via spring elements (51, 52) which permit limited radial movements.
27. Means according to Claim 26, characterised in that the spring elements (51, 52) project into locking grooves (53, 54) on the inner surface of the supporting or friction wheel (29) and on the outer surface of the drive part (31) of the holder (1).
28. Means according to claim 26 or 27, characterised in that the spring elements (51, 52) are cylindrical and/or hollow cylindrical and made of rubber or a similar elastomer.
29. Means according to Claim 27 and 28, characterised in that a part of the periphery of the spring elements (51, 52) engages in the peripheral grooves (53, 54).
30. Means according to any of Claims 1 to 29 comprising a supporting or friction wheel for imparting motion to the holder, characterised in that the holder (1) has a drive part (31) for the groups (6) of chains, the drive part being mounted so as to be rotatable relative to the supporting or friction wheel (29), and being connected to the supporting or friction wheel (29) via a sliding clutch (36, 37, 38; 48, 49; 51, 52, 53, 54).
31. Means according to Claim 30 and any of Claims 26 to 39, characterised in that spring elements (51, 52) form parts of the sliding clutch.
EP86730114A 1985-07-19 1986-07-17 Anti-skid device for motor vehicles Expired - Lifetime EP0211798B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86730114T ATE57342T1 (en) 1985-07-19 1986-07-17 ANTI-SLIP DEVICE FOR MOTOR VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3526360 1985-07-19
DE19853526360 DE3526360A1 (en) 1985-07-19 1985-07-19 ANTI-SLIP DEVICE FOR MOTOR VEHICLES

Publications (3)

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EP0211798A2 EP0211798A2 (en) 1987-02-25
EP0211798A3 EP0211798A3 (en) 1987-12-23
EP0211798B1 true EP0211798B1 (en) 1990-10-10

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EP86730114A Expired - Lifetime EP0211798B1 (en) 1985-07-19 1986-07-17 Anti-skid device for motor vehicles

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US (1) US4840399A (en)
EP (1) EP0211798B1 (en)
JP (1) JP2652372B2 (en)
AT (1) ATE57342T1 (en)
DE (2) DE3526360A1 (en)

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SE8400204D0 (en) * 1984-01-17 1984-01-17 Tornebecks Verksteder Kb DEVICE FOR AUTOMATIC SNOW CHAIN
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DE3433620C2 (en) * 1984-09-10 1986-11-20 Rud-Kettenfabrik Rieger & Dietz Gmbh U. Co, 7080 Aalen Anti-skid device
JPS61170722A (en) * 1985-01-24 1986-08-01 Seiko Epson Corp Contact lens
DE3526356A1 (en) * 1985-07-19 1987-01-29 Rud Ketten Rieger & Dietz Anti-skid device for motor vehicles
DE8521267U1 (en) * 1985-07-19 1985-11-14 Rud-Kettenfabrik Rieger & Dietz Gmbh U. Co, 7080 Aalen Anti-skid device for motor vehicles
DE8521268U1 (en) * 1985-07-19 1985-11-14 Rud-Kettenfabrik Rieger & Dietz Gmbh U. Co, 7080 Aalen Anti-skid device for motor vehicles
DE8526271U1 (en) * 1985-09-11 1985-11-14 Rud-Kettenfabrik Rieger & Dietz Gmbh U. Co, 7080 Aalen Anti-skid device for motor vehicles

Also Published As

Publication number Publication date
US4840399A (en) 1989-06-20
DE3674856D1 (en) 1990-11-15
JPS6234802A (en) 1987-02-14
DE3526360C2 (en) 1990-02-15
JP2652372B2 (en) 1997-09-10
DE3526360A1 (en) 1987-01-29
EP0211798A2 (en) 1987-02-25
ATE57342T1 (en) 1990-10-15
EP0211798A3 (en) 1987-12-23

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